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8. Procedures for providing or obtaining the necessary maintenance data
(e.g., maintenance manuals, overhaul manuals, instructions for continued airworthiness (ICA), Service Bulletins (SB), Supplemental Type Certificate (STC) data, and other information pertinent to the maintenance, preventive maintenance, and alteration activities that is acceptable to or approved by the Administrator) (refer to §§ 145.109, 145.205, and 145.211).
9. Procedures for providing or obtaining the proper replacement items
(e.g., parts, subassemblies), materials (e.g., raw metals, solvents), and services
(e.g., heat treat, welding). If the items are not dispatched from the fixed location, include the procedures used for receiving, performing incoming inspection, handling, and storage of items that will be used or installed (refer to §§ 145.109 and 145.211).
10. If hazardous material (hazmat) may or will be involved, the procedure for ensuring proper compliance with § 145.165 regarding an employer training program and air carrier notification.
11. Procedures for performing initial, in-process, and final inspections of the articles being worked on, if different from the procedures used at the fixed location. If different forms are used to record activities, they would be included in the forms section of the repair station’s manual (refer to § 145.211(c)(3)).
12. Procedures for obtaining, storing, and retrieving records of maintenance performed for the owner of the article being maintained (e.g., logbook) and for the repair station (refer to § 145.209(i)). If different maintenance records will be used for the repair station, they must be included in the forms section of the repair station’s manual (refer to § 145.211(c)(3)).
13. Procedures to ensure the RSM is current and available at the location where the work is being performed, and that the work is being performed in accordance with procedures in the manual.
14. Many repair stations transport equipment, tools, personnel, data, etc., from one location to another on a recurring basis. The use of mobile maintenance units is only one way to facilitate the movement from one location to another.
Many repair stations that do transport the items listed above do so by “staging” a vehicle type of transportation throughout the United States in support of recurring work away from the fixed location. The “staging” of these units should not be considered a standalone or satellite repair station.
15. Although not a regulatory requirement, many repair stations ensure procedures for the work away from the fixed location on a recurring basis (refer to § 145.203(b)) using a “staging” or completely mobile method of transporting equipment, tools, personnel, data, etc., are identified within the manual system. Some examples of procedures using a mobile method of transporting are:
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• Is there a procedure the fixed location repair station can use to determine the location of each unit?
• Is there a procedure for identifying who (by title) will be responsible for the units
(i.e., point of contact (POC))?
• Are there procedures addressing any audits the main fixed location repair station may conduct on the units to ensure that the units, personnel, equipment, tools, materials, data, etc., remain in compliance with the regulation, RSM, QCM, and training program requirements?
• Who (by title) will be responsible for conducting such audits and who (by title) will review the audit results and take any actions, if necessary, to correct discrepancies identified in the audits?
Note 1: The rule does not allow continuous, uninterrupted operations at another fixed or permanent location (facility) without applying for a new repair station or satellite certificate at that location.
Note 2: A combination of storing equipment, tools, parts, etc., and having repair station personnel positioned at a fixed or permanent location (facility) while performing maintenance on a daily basis at that location indicates a continuous, uninterrupted operation. (This does not imply that personnel who are assigned to a specific mobile maintenance unit are considered permanently positioned.) A continuous operation exists when a repair station permanently moves tools, equipment, and personnel to another fixed location and performs maintenance, preventive maintenance, alterations, or specialized services at that fixed location. A repair station that conducts these types of operations no longer meets the intent of § 145.203. If the repair station is to continue operations in this manner, then it must apply for certification as a satellite or standalone repair station.
5.5.4 Permanent Fixed Location. Additionally, work that is to be performed at another location does not include other authorizations, such as having a line maintenance authorization to perform work for an air carrier. Work performed at locations away from their fixed base allows repair stations the flexibility to meet industry needs and to be mobile when necessary. Repair stations must still maintain a permanent fixed location even if the majority of their work is done at another facility or location.
5.6 Maintenance, Preventive Maintenance, and Alterations Performed for Air Carriers Under 14 CFR Parts 121, 125, 129, and 135.
5.6.1 Reference. Section 145.205.
5.6.2 Requirements. Repair stations that perform maintenance, preventive maintenance, or alterations for an air carrier or commercial operator that has a Continuous Airworthiness Maintenance Program (CAMP) under part 121 or 135 must follow the air carrier’s or commercial operator’s program and applicable sections of its maintenance manual. In this case, this section of the manual should describe the procedures to ensure that
5-15 maintenance is performed in accordance with the air carrier’s program and maintenance manual. The procedures should ensure that the air carrier has provided the repair station with the information necessary to ensure compliance with this requirement. The air carrier or commercial operator may provide the repair station with the applicable sections of its maintenance program or manuals at the time the work is performed. On the other hand, the purchase order or other contractual documents from the air carrier could clearly state the source of the data (manufacturer’s or air carrier’s manual) used to perform the requested maintenance, along with any other requirements of its program or maintenance manual. If the repair station performs an inspection for a certificate holder conducting operations under part 125, the manual should contain procedures to ensure the inspections are performed in accordance with the operator’s approved inspection program. Again, the operator may provide the repair station with the applicable sections of its inspection program or clearly outline the requirements on the purchase order.
5.6.3 Identify Responsibilities. The procedures should identify who is responsible (by title) for keeping all of the operators’ data current and where these manuals/sections will be located if retained at the repair station. The procedures also should explain what air carrier or commercial operator information must be available to maintenance personnel when the work is performed. Additional procedures should be included to ensure that purchase orders are thoroughly reviewed. This review will be necessary to ensure that the air carrier has clearly specified what technical data to use for performing the maintenance. Employees may need additional training to properly perform this review.
The traveler or work-order system of the repair station may be used to integrate this information into the quality control (QC) system. If the repair station transfers requirements from the air carrier or commercial operator to its maintenance personnel by special instructions on the work order or traveler, that section of the QC system should clearly explain how this is accomplished.
5.6.4 Organization. The repair station performing maintenance for an air carrier should have an organization adequate to perform the work. This includes the ability to distinguish the work performed for different operators. Additionally, if the repair station is performing Required Inspection Item (RII) inspections, the organizational structure should provide separation of maintenance and inspection personnel. The air carrier, not the repair station, determines the maintenance actions that are RII. If the repair station’s inspectors are authorized to perform RII for the air carrier, the air carrier will ensure that the inspectors are trained on the air carrier’s RII procedures, including how the inspection is performed and recorded.
5.6.4.1 The inspectors performing RII for the air carrier will be qualified and authorized by the carrier. This authorization is usually in written format, often a card carried by the inspector. The authorization may need to be renewed, depending on the air carrier’s procedures. The procedures in the RSM should include who will maintain a list of current RII inspectors, how an inspector is added to the list, and where the list is located.
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5.6.4.2 The repair station should request information from the air carrier or commercial operator pertaining to at least the following issues:
• RII;
• Training requirements for the work being performed on the operator’s behalf, including who will provide the training;
• Maintenance duty time requirements;
• Special maintenance or alteration instructions per engineering orders, build lists, and other methods, techniques, and practices in the operator’s manual per part 43, § 43.13(c); and
• Recording requirements, including who is responsible for maintaining the files.
5.6.5 Line Maintenance Authorization. The FAA may grant approval to an existing and appropriately rated CRS to perform for an air carrier the type of maintenance that meets the line maintenance definition of § 145.3(d). This approval includes, but is not limited to, locations outside the repair station’s primary housing location required in § 145.103(a). A repair station may hold a line maintenance authorization only if the repair station already provides housing as required by § 145.103(a). A repair station certificated to perform maintenance on the aircraft or engine under a class or limited rating may be authorized to perform line maintenance functions at other locations as listed on OpSpec D107, Line Maintenance Authorization. For a repair station authorized to have multiple locations across geographic boundaries, the PI will develop a surveillance program that encompasses all facilities of the repair station, regardless of location. A line maintenance authorization location may be located at an airport outside the United States; however, the PI will ensure that the surveillance program also encompasses the location.
Note: This may be accomplished by requesting assistance from the responsible Flight Standards offices and/or International Flight Standards Offices (IFO) who perform surveillance activities located in the geographic area where the line maintenance is being performed.
5.6.5.1 To be issued a line maintenance authorization, the repair station must show the capability to perform the limited scope of work defined in § 145.3(d) at each location. After the showing has been made, the repair station will perform maintenance in accordance with § 145.205.
5.6.5.2 Title 14 CFR part 1, § 1.1 defines maintenance as “inspection, overhaul, repair, preservation, and the replacement of parts, but excludes preventive maintenance.” Alterations are not included in the regulatory definition of maintenance and are therefore not included in the privileges provided for in § 145.205(d). However, under the current definition of line maintenance provided for in § 145.3(d)(2), a repair station holding a line maintenance authorization may perform scheduled checks that contain servicing and/or
5-17 inspections that do not require specialized training, equipment, or facilities, and may constitute a preventive maintenance action.
5.6.6 Line Maintenance Requirements. The repair station’s equipment, tools, and materials necessary to perform the line maintenance must be located on the premises and under the repair station’s control when the work is being done. If the repair station is going to perform line maintenance, its manual should include procedures to ensure that the necessary equipment, technical data, and trained personnel are available before the maintenance can be performed. This should include who (by title) will be responsible for ensuring that the necessary equipment, technical data, and trained personnel will be available when the work is being performed.
5.6.7 Coordination with the Air Carrier. The repair station’s training program can be conducted in coordination with the air carrier. The specific training an employee receives should be recorded in the employee’s training record. The procedure will need to include who (by title) is responsible to ensure that training is conducted and recorded. The repair station should maintain a list of individuals who are trained by the air carrier to perform line maintenance. Although air carrier maintenance requirements may be incorporated into the repair station’s training program, the repair station must follow its training program requirements with respect to conducting the training, recording the training in employee training records, and qualifying those individuals authorized to perform line maintenance for an air carrier. Air carrier training does not relieve the repair station from the requirement to ensure its personnel are trained for the maintenance it is rated to perform.
5.6.8 Initiate Development. Addressing the following concerns (if applicable) will initiate development of the procedures for performing maintenance for an air carrier:
1. Who is responsible (by title) for keeping a file of the air carrier’s procedures, including the necessary technical data?
2. Who is responsible (by title) for review and amendment of purchase orders for complete and correct instructions? Is that person trained?
3. Who will maintain the list of current RII inspectors?
4. Does the RSM include procedures to ensure that the necessary equipment, trained personnel, and technical data will be available for line maintenance?
5. Who is responsible for coordinating the training program with the air carrier?
6. Does the repair station roster include authorization for individuals performing line maintenance and RII?
7. How does the repair station ensure that personnel comply with its manual and appropriate sections of the air carrier’s manual, regardless of location?
Note: The authority to perform line maintenance for an air carrier is not a rating but an authorization. A CRS must have established housing and facilities that meet the requirements of part 145 for the ratings issued in order to make application for a line maintenance authorization. If line maintenance is the only
5-18 maintenance a repair station is authorized to perform, the repair station must still meet the housing and all other applicable requirements of part 145. Housing need not be on the airport where the line maintenance is performed, but the street address must be listed on the repair station’s Air Agency Certificate and OpSpecs.
5.6.9 Notifications of Hazmat Authorizations. Procedures should address that:
1. Prior to performing maintenance on or on behalf of a part 121 or part 135 certificate holder, the repair stations must acknowledge that they have received notification from that certificate holder required under part 121, § 121.1005(e) or part 135, § 135.505(e).
2. Prior to performing work on or on behalf of the part 121 or part 135 air carrier, the repair station has notified its employees, contractors, or subcontractors that handle or replace aircraft components or other items regulated by Title 49 of the Code of Federal Regulations (49 CFR) parts 171 through 180 of each certificate holder’s OpSpec authorization permitting or prohibiting the carriage of hazmat in accordance with § 145.206.
3. Prior to performing maintenance, repair stations that meet the definition of a hazmat employer under 49 CFR part 171, § 171.8 must have a hazmat training program that meets the training requirements of 49 CFR part 172 subpart H.
4. Repair station employees may not perform or directly supervise a job function listed in § 121.1001 or § 135.501 for, or on behalf of, the part 121 or part 135 operator, including loading of items for transport on an aircraft operated by a part 121 or part 135 certificate holder, unless that person has received training in accordance with § 145.165.
Note: Refer to the FAA’s Office of Hazardous Materials Safety (ADG) website for additional information: http://www.faa.gov/about/office_org/headquarters_offices/ ash/ash_programs/hazmat/.
5.7 Contract Maintenance Information.
5.7.1 References:
• Section 145.201.
• Section 145.209(h).
• Section 145.211(c).
• Section 145.217.
5.7.2 Contract Maintenance Functions. The regulations enable a repair station to contract maintenance, preventive maintenance, or alteration for which it holds a rating, in accordance with § 145.201(a)(2). Contract maintenance functions, which require FAA approval under § 145.217(a), are only required if the repair station extends its privileges to the contractor and provides for return to service under § 43.9. In this circumstance, the
5-19 originating repair station chooses to exercise the privileges of its certificate and assumes responsibility for the work performed by the contractor.
5.7.2.1 To be considered a contract maintenance function that requires FAA approval, the repair station must meet both of the following conditions:
1. Entering into an agreement with another person or entity (FAA certificated or noncertificated) to perform maintenance functions on an article; and
2. The repair station chooses to exercise the privileges of its certificate and assumes responsibility for the work performed by the contracted person or entity.
5.7.2.2 In order for the repair station to contract a maintenance function, the repair station must:
1. Be certificated and appropriately rated to perform the maintenance functions to contract out.
2. Take regulatory responsibility for issuing an approval for return to service under § 43.9 for the maintenance function performed by the contractor.
3. Obtain approval of the listed maintenance functions in accordance with § 145.217 and make that list available to the FAA in accordance with the procedures in § 145.209.
4. Ensure and have procedures that qualify the sources to which it contracts those maintenance functions in accordance with § 145.201(a)(2) (QC system).
5. Have procedures and maintain a current list of those contractors in accordance with § 145.217 and make the list available to the FAA in accordance with § 145.209.
6. Ensure that it has procedures to perform the incoming inspection, final inspection, and return to service of articles in accordance with the pertinent subparagraphs of § 145.211(c)(1).
7. Provide a procedure that confirms by inspection or test that the work (i.e., maintenance function) was performed satisfactorily and the article is Airworthy before approving it for return to service.
8. Ensure the contract allows the FAA to make an inspection and observe the performance of the person’s work on the article.
Note: Purchase of maintained parts from another repair station (including exchanges), brokerage, and using another CRS to perform work that is outside the original repair station’s ratings are not maintenance functions requiring FAA approval. These are instances where the purchasing repair station is not exercising the privileges of
5-20 its certificate. When a repair station requests work or sells a previously maintained article (including type certificated (TC) products), it is acting solely as a distributor. Although the purchasing repair station may induct the part through its receiving inspection process, it is merely relying on the work previously performed at another certificated entity and is not exercising the privileges under § 145.201(a)(2).
5.7.3 Contract Maintenance Information Required by § 145.217. The RSM should contain procedures for maintaining and revising the contract maintenance information required by § 145.217. This information is required for contracting to both FAA-certificated and noncertificated facilities. The information required includes the approved maintenance function to be contracted, the name of each outside facility to which the repair station contracts such maintenance, and the type of certificate and ratings held, if any. The QCM/section should describe the system and procedures used for qualifying both FAA-certificated and noncertificated entities and surveilling noncertificated entities who perform maintenance, preventive maintenance, or alterations for the repair station. These procedures may be contained in one manual or in separate documents that are part of the manual system.
5.7.4 Material and Equipment. A repair station must have the material and equipment necessary to perform the functions appropriate to its rating. However, it need not have the tools and equipment for functions it is authorized to contract out pursuant to its FAA-approved maintenance functions. When exercising the privileges of its certificate, a repair station may contract maintenance functions to FAA-certificated facilities and non-FAA-certificated entities only if the maintenance functions are approved by the FAA. The repair station must request approval before it can contract a maintenance function. If the FAA approves the contracted maintenance function, the repair station will determine who performs the maintenance.
5.7.4.1 The types of maintenance functions that the repair station may wish to have approved fall into two categories. First, the types of maintenance functions that must be contracted because the repair station does not have the housing, facilities, materials, or equipment available on its premises and under its control. These may include plating, heat treatment, special NDT or inspection, or the maintenance or alteration of components or subassemblies. This list should be categorized broadly, such as specialized services or components of articles for which the repair station has the overall rating.
5.7.4.2 The repair station may also wish to provide a list of those maintenance functions for which it has the housing, facilities, equipment, and materials in-house, but may need to contract to another facility because of workload or emergency situations. For example, an airframe-rated repair station may have the capability to perform maintenance or alteration on landing gear, but if the in-house facility cannot accomplish the work scope within a specified time, it may want to contract that work to another facility. It would not be able to
5-21 contract the work unless the maintenance function of landing gear maintenance was on its FAA-approved maintenance function list.
5.7.4.3 Additionally, the repair station may wish to provide a method for which a maintenance function can be added to its FAA-approved function list on an emergency basis. This would be accomplished by explaining how the maintenance function would be added and how the FAA approval would be obtained in a short period of time. The repair station should coordinate closely with its PI and its responsible Flight Standards office regarding these emergency procedures.
5.7.5 Establish Procedures. Before contracting out a function, the repair station should establish:
1. Procedures to obtain approval for the maintenance function.
2. Procedures to qualify the contractor.
3. Procedures to surveil the contractor if the contractor does not perform approval for return to service.
4. A list of contractors and procedures to properly maintain that list.
5. Technical training on contracted functions for receiving inspection personnel.
6. Procedures for receiving inspections that provide enough technical detail to determine acceptability of an article.
7. Procedures for complying with the test and/or inspection requirement of § 145.217(b)(3) when contracting to a noncertificated person.
5.7.6 Contracting to FAA-Certificated Facilities. A CRS may not provide only approval for return to service of a complete TC’d product following contract maintenance, preventive maintenance, or alterations. If the repair station chooses to exercise the privileges of its certificate by issuing an approval for return to service for a maintenance function contracted to an FAA-CRS, the repair station must determine that the contracted repair station is properly rated to perform the maintenance. A repair station may issue an additional approval for return to service under its privileges, such as tagging a previously maintained or altered article as inspected, provided the repair station:
• Has the appropriate rating for the article;
• Is approved to contract out the maintenance function; and
• Conducts the maintenance, preventive maintenance, or alteration, including inspection in accordance with § 43.13 and part 145.
5.7.7 Contracting Maintenance Functions to Noncertificated Persons. If the repair station contracts to noncertificated persons, the repair station must ensure that:
1. The noncertificated person follows a QC program equivalent to the FAA-CRS’s system with respect to the work being performed for the CRS;
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2. The repair station remains directly in charge of the work performed;
3. The repair station verifies by inspection or test that the work was performed satisfactorily; and
4. The article is Airworthy with respect to the work performed by the noncertificated person.
5.7.7.1 The repair station must verify by test or inspection that the work has been performed satisfactorily and that the article is Airworthy before approving it for return to service.
5.7.8 Procedures. Procedures in the RSM should include the title of the person responsible for the contract maintenance program. The procedures must also include provisions for maintaining the contracting information in a format acceptable to the FAA. The information is not required to be in the manual, but if included, it must identify:
• The name of each outside contracted source;
• The maintenance function(s) contracted to each source; and
• The type of certificate and ratings, if any, held by each source.
5.7.9 Initial Qualification. The procedures in the RSM must describe how the noncertificated person is initially qualified. It also should describe how the repair station ensures that the noncertificated person continues to follow the QC program equal to the repair station’s for the work being performed on the repair station’s behalf.
5.7.10 Coordinating Communications. Procedures for coordinating communications between the repair station and the contracted source should be established. If the repair station performs any maintenance for an air carrier, the procedures should explain any special requirements (such as performing the work in accordance with the air carrier’s program).
Procedures should describe how the repair station would address any problems with quality or delivery. Any recurring problems should be addressed in the corrective action program.
5.7.11 FAA Inspections. Maintenance contracts with noncertificated persons must include provisions that allow the FAA to make an inspection and observe the noncertificated person’s work on that article. The RSM should include procedures to ensure that contracts contain the provision for FAA inspections. The individual in charge of the contract maintenance program or a delegated assistant/auditor may be required to accompany the FAA during these inspections. These inspections will determine if the repair station is able to continue to contract the maintenance function(s) to a noncertificated person.
5.7.12 Initiating Procedures. The following questions or concerns are offered as a guide and are intended to help initiate the procedures in the RSM(s); they should not be considered all-inclusive. Each facility is unique and may require additional procedures to verify regulatory requirements and the repair station’s needs.
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1. Who (by title) is responsible for the contract maintenance program?
2. Who (by title) is the individual maintaining the list of contracted facilities and contract maintenance functions?
3. How will the list of contractors be made available to the FAA?
4. How will the responsible Flight Standards office approve additions to the list of maintenance functions?
5. When will the responsible Flight Standards office be notified of revisions to the list?
6. How will the responsible Flight Standards office be notified?
7. If the list is maintained on electronic media, does the responsible Flight Standards office have compatible hardware and software to review/refer to the contract maintenance list and procedures?
8. Who will maintain current copies of the Air Agency Certificates and OpSpecs for the FAA-certificated contract sources (initial as well as revisions)?
9. Do the contract provisions for noncertificated persons include provisions for FAA inspection?
10. How will certificated and noncertificated maintenance contract sources be qualified?
11. How often will the repair station surveil the contracted noncertificated persons?
12. Are the individuals that inspect contract maintenance sources trained?
13. How is the receiving inspection performed on articles returned after maintenance from certificated and noncertificated sources?
• Are the receiving inspectors properly trained?
• Do the receiving inspectors have the appropriate technical data to determine airworthiness?
• What criteria are used to determine if the contracted source is meeting all requirements?
• Are discrepancies with contracted sources included in the repair station’s corrective action program?
5.8 Proficiency of Inspection Personnel.
5.8.1 References:
• Section 145.155.
• Section 145.157.
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• Section 145.161.
• Section 145.211.
5.8.2 Requirements of Inspection Personnel.
1. This section of the manual must include procedures for establishing and maintaining proficiency of inspection personnel. Section 145.155 requires the repair station to ensure that inspection personnel are thoroughly familiar with the following:
• Applicable regulations; and
• Inspection methods, techniques, practices, aids, equipment, and tools used to determine the airworthiness of the article.
2. Inspection personnel must also be proficient in using the various types of inspection equipment and visual inspection aids appropriate for the article being inspected. Inspectors must be listed on a roster and understand, read, and write English.
5.8.3 Establish the Qualifications of the Inspection Personnel. Procedures in this section of the manual should address how the repair station will establish the qualifications of the inspection personnel. This initial qualification may be based on testing or previous experience or training. If the inspector has previous experience, the employment records should describe the type of inspections and maintenance work performed, methods and techniques used, and total years of experience as an inspector, as required by § 145.161.
The procedure should establish the minimum amount of experience required before an inspector can be listed on the roster, and who, by job title, will make that determination.
5.8.4 Training. The procedures should also describe how inspectors become qualified through on-the-job training (OJT) and/or formal classroom training. This training may be described in this section of the manual or in the section describing the training program for all repair station personnel. Training should include initial qualification as well as recurrent training or testing to maintain proficiency. Inspection personnel may also require additional special training in new techniques. This may be necessary after additional components are added to the ratings or capabilities of the repair station or when new inspection aids or techniques are applied. Inspectors performing NDT may need to meet the qualification requirements of other industry standards, such as eye exams.
5.8.5 Specifications and Current Data. Inspection personnel need current technical data to properly perform their tasks. They need to understand current specifications involving inspection tolerances, limitations, procedures established by the manufacturer, SBs, and Airworthiness Directives (AD). Inspection personnel also need to be familiar with the RSM and QCM for the repair station, as well as the applicable Federal aviation regulations. Procedures in the manual should address where the technical data is located, who is responsible for maintaining the current data, and how the inspectors will be made aware of changes.